Locomotive-booster lubrication



Sept. 21 1926. l,' 500,4'27

M.H. ROBERTS "LOCOMOTIVE BOOSTER LUBRICATION Filed June 22. 1923 4 Sheets5neet- 1 NVENTOR TORNEYS se at. 21

M. H. ROBERTS' LOCOMOTIVE BOOSTER LUBRICATION F iled June 22. 1925 4 Sheets-Sheet 3 1N VENTO R w a .u. .u. .v v

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M. H. ROBERTS LOCOMOTI VE BOOSTER LUBRICATION Filed June 22. 1923 4 Sheets-Sheet 4 Sept. 21 ,1926. 1,600,427

WIT/V555 Patented Sept. 21 1926.

UNITED STATES PATENT OFFICE.

MONTAG UE H. ROBERTS, OF ENGLEWOOD, NEW JERSEY, ASSIGNOR TO FRANKLIN RAILWAY SUPPLY COMPANY, OF NEW'YORK, N. Y., A CORPORATION OF DELA- WARE.

LOCOMOTIVE-BOOSTER LUBRICATION.

My invention relates to locomotive booster lubrication, my object being to provide effective and reliable lubrication for the y'arious parts of such boosters that need to be lubricated, preferably by means quite automatic in its action. In the embodiment of the invention hereinafter described, which is the best known to me, I accomplish this through splash action substantially throughout. Various advantages realizable through the invention will appear from the description.

In the drawings, Fig. 1 is a plan View of a locomotive booster conveniently embodying my invention, with half of the cover and various other arts broken away, and with the engine cy inder and steam admission structure in midsection.

Figs. 2, 3 and 4 show vertical fore and aft sections, taken as indicated by the correspondingly numbered lines in Fig. 1.

Fig. 5 shows a transverse section through the engine frame and easing structure, taken as indicated by the line 55 in Fig. 2, certain upper portions being broken awa'y.

Fig. 6 is an edge view of one part of the cover of said casing, from the right of Fig. 1.

In general design and operation, as well as in various features and details of construction, the horizontal booster here shown closely corresponds to the disclosures of applications for United States patent by Inersoll, Serial No. 417,215, filed October 15,

1 920; by Peters, Serial No. 591,687, filed October 2, 1922, and Se ial No. 592,003, filed October 3, 1922; and by myself jointly with Peters, Serial No. 624,207, filed March 10, 1923; all assigned to the assignee of this application. 1

It comprises (see Fig. 1) a couple of horizontal reciprocating steam engines disconneetibly driving a locomotive axle 10. In general, the booster serves to increase the tractive power of the locomotive (especially in starting and. at low speeds), by making drivsis of wheels which would otherwise merely help to sustain the deadaveight and perhaps improve the riding qualities of the locomotive. In practice, means are provided whereby the booster can be connected or disconnected by the engineer at will, and also means for automatically disconnecting it when the speed of the locomotive exceeds a predetermined value. When it is disconnected in either way, its steam supply is like-' wise. cut oil, so that it cannot race or consume steam uselessly. Such means need not be here illustrated or described, however, since their specific construction and operation form no part of my present invention.

At the forward end, the booster frame and casmg structure 11 is mounted about the axle 10, and supported thereby; at the rear end, it may be supported from a suitable part such as the main locomotive frame, or a trailer truck to which the axle 10 belongs, in any suitable manner (not shown).

(Figs. 1 to 3). The booster engines are arranged one at either side of the structure 11, with a common transverse crank shaft 12 adjacent and paralleling the axle 10, and with their cylinder and steam admission and exhaust structure 13 at the other end of said structure 11. As here shown, the cylinders 14 and the valve chests 15 are substantially isolated from the machinery space in the interior of the structure 11, in order to obviate leakage of steam or water of condensation into the latter. For this same purpose, the valve stem stufling boxes 16 are provided with a pipe connection 17 for draining off water of condensation through the bottom of the cashing 11 at 18. end walls 19 of the machinery space adjoining the cylinders 14 are spaced some inches from the cylinder heads. In the present instance, the cylinder and valve chest structure 13 is cast separate from the rest of the structure 11 and secured to the mid portion of its corresponding end wall, against which it directly abuts.

As shown in Figs. 1 to 5, the forward portion 20 of the structure 11 overlies the axle 10 and affords bearings 21 resting. on it to support this end of said structure. The bearings 22 for the crank shaft 12 are on fore and aft flanges or Webs 23 upstanding from the bottom of the structure 11, and serving as strength elements of said structure. The gearing 24 for interconnecting and disconnecting the shafts 10and 12 is located between the pairs of bearings 21 and 22, and the overhung engine cranks 25 and connecting rods 26 are at either side, in the lateral compartments or walls between the members 23 and the booster casing sides 27. A transverse upstanding flange or web 28 connects the members 23 and thus coacts with them to form. a central compartment or well for the gearing 24 and its actuating At either side, the

12, and an idler gear 32 mounted on a double rocker frame 33 pivoted to the structure 11 at 34. The idler 32 is continually in mesh with the crank shaft gear 31, and is thrown into or out of mesh'with the axle gear 30 when the actuating means 29 swings the rocker 33 up or down. The piston rods 35 extend through the casing Walls 19 into the lateral compartments of the machinery space (above mentioned), and the guides 36 for the cross heads 37 are on the bottom of said compartments. The crank pins 38 carry return crank eccentrics 39 that actuate the engine valves 40 through rods 41, bell cranks 42, and links 43 connecting the latter to the valve stems 44. The bell cranks 42 have their hearings in brackets 45 secured to the fore and aft members 23. In the present instance, the bottom and the parts 19, 21, 22, 23 and 28 of the booster frame and casing structure 11 form a unitary bed plate casting, while the sides 27, brackets 45, top plates 47 and 48, and various other parts are separate.

This description of the booster mechanism and structure will render the more detailed description of its other lubricating features and provisions readily intelligible.

Generally speaking, the lubrication of the gearing 24 and the associated parts 29, 35, etc., is accomplished by the splash action of the gears on the'oil in the central compartment above-mentioned and its forward extension 46 about the gear 30. Accordingly, the bottom of this gear case extension 46 slopes or curves fore and aft, both ways, to a low point under the gear 30 (Figs. 3 and 4), so that'the oil may always drain back to the gear. Similarly, the lubrication of each engine is, in general, accomplished by the splash action of its moving parts (especially crank 25 and connecting rod 26) on the oil in the corresponding lateral compart ment. As shown in Fig. 2, the bottom of each lateral compartment slopes fore and aft to a low point under the crank shaft 12,a trough-like depression 49 between the cross head ways 36 assisting to drain the oil back into the path of thecrank 25. The bearings 21 on the axle 10 are supplied with lubricant more or less by the splash action of both gearing and engines, as hereinafter described. As shown in Figs. 1, 2 and 5, the gearing and engine compartments communicate through openings 51 at several points, as well as over the tops of the members 23, to permit interchange of lubricant and to compensate for cross splashing. In general, the lubricant is supplied to the low pressure regions, or areas, of the various Journal or shaft bearings.

The action of gearing 24 and of parts 25 and26 on the oil is to churnit up and splash it about in a fine spray or mist that fills the gearing and engine compartments and falls or settles on their walls and on all parts and surfaces within them, thus lubricating effectually such as are sufliciently exposed. Accordingly the piston rods'35, the ways 36, and the cross heads 37 are amply lubricated in this manner. In order to insure ample lubrication of the crank pins 38 and the wrist pins 52, their hearings in the ends of the connecting rods 26 are pierced with radial holes 53, 54 to admit the oil to the bearing surfaces at the regions of lower pressure. In addition, each connecting rod 26 has in its upper side a longitudinal groove 55 extending from one of the oil holes 53 at the crank pin 38 to the oil hole 54 at the wrist pin 52, to collect oil and feed it to the bearings; and each connecting rod 26 also carries a scoop 56 over the lowermost of the crank pin oil holes 53, to collect the oil and force it into the bearing as the scoop traverses the pool of oil in the bottom of the casing 11. To insure ample lubrication at the crank shaft bearings 22, their caps have cup recesses 57 in their upper sides and are provided with oil holes 58 to admit and distribute oil through circumferential grooves 59 in the lower pressure regions of the bronze or other bearing surfaces. Over each cup 57 the cover plate 48 has a cuplike depression 60, that serves to collect the oil splashed up on the cover and insure its dripping into the cup. To assure proper lubrication of hell cranks 42, valve stems 44, and associated parts, the bearing brackets 45 are provided with semi-circular opentopped catch basins or troughs 61 to collect the oil splash. Oil thus collected works out through the bearings at the ends of each trough 61, runs down the bell crank arms, and lubricates the pivotal connections of the members 41 and 43. From the middle of each trough 61, also, oil is led oif through a pipe 62 that extends throu h the corresponding member 23 and disc argesthe oil on the upper side of the valve stem 44, just adjacent its stufling box 16.

I have already referred to the fact that (instead of being lubricated like truck axle bearings) the bearings 21 on the axle 10 in the structure 20 are in the present instance supplied with lubricant from the interior of the structure 11, by splash action. For this purpose, oil pockets 64, open overhead to catch the splash from gearing and cranks, may be cast on the inside of the front wall of thecasing 11, about in line with members 23, and provided with holes or ducts 65 leading to the lower pressure regions of the bearing surfaces. From the bottom of each bearing, there is an opening 67 into the subjacent hollow lower portion or pocket 66 of the corresponding axle bearing box. In

p 'actice, this pocket 66 may contain waste in contact with the under side of the axle 10, to absorb oil running down around the axle from the catch pocket 64 and distribute it thoroughly over the entire axle surface. Each pocket 66 has a return opening (38 through the rear casing wall into the corresponding lateral compartment of the easing, and aclean-out opening with pivoted cover 69. The opening 68 assures the maintenance of an adequate predetermined oil level in the waste pocket 66, yet prevents accumulation to the point of running over at (39. The pockets 66 may conveniently be cast integral with the lower portion of the gear case 46, and-secured to the rest of the structure 11.

The oil supply in the casing 11 can be introduced and replenished through an opening with removable cover 70 in one of the side plates 2. A pet-cock 71 at the front of the structure 11, outside its portion 66, affords a convenient indication of when the oil reaches the proper level in the casing 11. At the low point of the transverse oil well or trough below the crank shaft 12 a drawoff opening with a screw plug 73 (Figs. 2 to 4) may be provided for each lateral compartment of the casing 11. As shown in Fig. 2, this plug 73 has a central opening Yet from its top down, and a radial hole 75 drilled in from its side. By partially unscrewing this plug 73, any water that finds its way into the casing 11 can be regulably drawn off without risk of discharging any substantial amount of oil.

lVhat I claim is:-

1. A booster comprising a closed casing structure mounted about a railway vehicle axle at one end, engine cylinder and motive fluid admission means at the other end, splash lubricated engine mechanism in the casing, and means for inter-connecting and disconnecting the axle and said mechanism also splash lubricated.

2. An enclosed substantially horizontal booster mounted about and disconnectibly driving a railway vehicle axle, and substantially self-lubricating by splash action of its engine mechanism and disconnectible gearing on a common body of lubricant.

3. A locomotive booster comprising a substantially horizontal closed engine frame and casing structure mounted about a railway vehicle axle at one end, with engine cylinder and motive fluid admission means at its other end substantially isolated from the interior of the casing to obviate leakage of motive fluid into the latter; and mechanism in said casing substantially self-lubricating by splash action, said mechanism including crank shaft and operating connect-ions thereto from the engine pistons, valve gearing,

and gearing for operatively interconnecting and disconnecting crank shaft and axle.

4. A booster comprisinga substantially horizontal closed engine frame and easing structure mounted about a railway vehicle means at its other end substantially isolated from the interior of the casing, means dividing the interior of .the casing into engine "nd gearing compartments, a horizontal engine in said engine compartment substantially self lubricating by splash action, and gearing in said gearing compartment for operatively interconnecting and disconnecting engine and axle also self-lubricating by splash action.

6. A- splash lubricated booster for driving a railway vehicle axle comprising horizontal engines with common crank shaft, and gearing between them for operatively interconf necting and disconnecting crank shaft and axle; an engine frame and casing structure enclosing engines and gearing, including strength elements upstanding from the casing bottom around said gearing; the separate wells for engines and gearing thus formed intercommunicating to permit interchange of lubricant.

7. An enclosed booster journaled about and disconnectibly driving a railway vehicle axle, said boosterbeing substantially'selflubricating and also supplying lubricant to its journal hearing at said axle.

8. A booster comprising a substantially horizontal closed engine frame and easing structure, with a railway vehicle axle at one end an engine cylinder and motive fluid admission structure at its other end; and a crank shaft journaled in said casing paralleling said axle, means of connection between said crank shaft and the moving parts in said cylinder and admission structure, gearingfor operatively interconnecting and disconnecting crank shaft and axle, and journal bearings for said casing structure at the 10. A splash lubricated booster comprising a substantially horizontal closed engine frame and easing structure mounted about a railway vehicle axle; engines in said casing with cross head guides on the bottom thereof, connecting rods grooved on their upper sides to lubricate the crankpins and cross head pins, and valve gearing including rocker bearing supports affording catch reservoirs for supplying lubricant to the valve stems: and a common overhung crank I shaft for said engines journaled in bearings with oil intakes and disconnectibly geared to said axle between said bearings, with means above for collecting the oil splash and supplying it to said intakes.

11. A substantially horizontal enclosed booster disconnectibly driving a railway vehicle axle and substantially selt-lubricating by splash action, with journal bearing means for said axle at one end of the enclosing easing of the booster communicating therewith to receive lubrication 'from the splash and permit return of lubricant to the casing.

12 A substantially horizontal enclosed booster disconnectibly driving a railway vehicle axle and substantially self-lubricating by-splash action, with journal bearing means for said axle at. one end of the enclosing ing means for said axle at'one end of the enclosing casing of the booster, a pocket adjacent said axle open to the same for lubrication of said bearing means by waste in said pocket and receiving an overhead supply of lubricant from the splash in Said booster casing, and means for maintaining a predetermined lubricant level in the. waste pocket.

14. An enclosed locomotive booster journalled on the axle which it drives, said booster being substantially self-lubricating by splash action, and provided with means for supplying the splashed lubricant to the low pressure regions of said journal bearing.

In testimony whereof, I have hereunto signed my name.

MONTAGUE H. ROBERTS.

DISCLAIMER 1,600,427.-M0ntague H. Roberts, Englewood, N. J. LOCOMOTIVE-BOOSTER LUBRI- CATION: Patent dated September 21, 1926. Disclaimer filedApril 5, 1933, by the asslgnee, Franklin Railway Supply Company.

Hereby enters this disclaimer to that part of the claims in said specification which is in the following words, to wit:

1. A booster comprising a closed casing structure mounted about a railway vehicle axle at one end, engine cylinder and motive fluid admission means at the other end, splash lubricated engine mechanism in the casing, and means for inter-connecting and disconnecting the axle and said mechanism also splash lubricated.

2. An enclosed substantially horizontal booster mounted about and disconnectibly driving a railway vehicle axle, and substantially self-lubricating by splash action of its engine mechanism and disconnectible gearing on a common body of lubricant. v

3. A locomotive booster comprising a substantially horizontal closed engine frame and casing structure mounted about a railway vehicle axle at one end, with engine cylinder and motive fluid admission means at its other end substantially isolated from the interior of the casing to obviate leakage of motive fluid into the latter; and mechanismin said casing substantially self-lubricating by splash action, said mechanism including crank shaft and operating connections thereto from the engine pistons, valve'gearing, and gearing for operatively interconnecting and disconnecting crank shaft and axle.

4. A booster comprising a substantially horizontal closed engine frame and easing structure mounted about a railway vehicle axle at one end, with engine cylinder and motive fluid admission structure at its other end; substantially self-lubricating engine mechanism in said casing, including crank shaft and means of connection between the same and the moving engine parts in said cylinder and admission structure; and gearing in said casing for operativelyinterconnecting and disconnecting crank shaft and axle, said gearing being also substantially self-lubricating.

5. A booster comprising a closed engine frame and easing structure mounted about a railway vehicle axle at one end with engine cylinder and motive fluid admission 'means at its other end substantially isolated from the interior of the casing, means dividing the interior of the easing into engine and gearing compartments, a horizontal engine in said engine compartment substantially self lubricating by splash action,

and gearing in said gearing compartment for operatively interconnecting and disconnecting engine and axle also self-lubricating by splash action.

f6. A splash lubricated booster for driving a railway vehicle axle comprising horizontal engines with common crank shaft, and gearing between them for operatively interconnecting and disconnecting crank shaft and axle; an engine frame and easing structure enclosing engines and gearing, including strength elements upstanding'from the casing bottom around said gearing; the separate wells for engines and gearing thus formed intercommunicating to permit interchange of lubricant.

[Oflicial GazetteMay 2, 1.933.]

DISCLAIM ER 1,600,427.M0ntague H. Roberts, Englewood, N. J. LOCOMOTIVE-BOOSTER LUBRICA- TroN. Patent dated September 21, 1926. Disclaimer filed October 23, 1934, by the assignee, Franklin Railway Supply Company.

Hereby enters this disclaimer to that part of the claims in said specification which is in the following words, to wit:

7. An enclosed booster journaled about and disconnectibly driving a railway vehicle axle, said booster being substantially self-lubricating and also supplying lubricant to its journal hearing at said axle.

8.-A booster comprising a substantially horizontal closed engine frame and easing structure, with a railway vehicle axle at one end, an engine cylinder and motive fluid admission structure at its other end; and a crank shaft journaled in said casing paralleling said axle, means of connection between said crank shaft and the moving parts in said cylinder and admission structure, gearing for operatively interconnecting and disconnecting crank shaft and axle, and journal bearings for said casing structure at tfhe axle, all automatically lubricated through splash action of parts on said crank sha t.

11. A substantially horizontal enclosed booster disconnectibly driving a railway vehicle axle and substantially self-lubricating by splash action, with journal bearing means for said axle at one end of the enclosing casing of the booster communicating therewith to receive lubrication from the splash and permit return of lubricant to the casing.

12. A substantially horizontal enclosed booster disconnectibly driving a railway vehicle axle and substantially self-lubricating by splash action, with journal bearing means for said axle at one end of the enclosing casing of the booster, and means op en upward in the booster casing for collecting the splash therein and supplying the same to said bearing.

14. An enclosed locomotive booster journalled on the axle which it drives, said booster being substantially self-lubricating by splash action, and provided with means for supplying the splashed lubricant to the low pressure regions of said journal bearing.

[Ofiieial Gazette November 13, 1934.] 

